Car truck



06h 18 1927' H. M. PFLAGER v CAR TRUCK Filed Dec. 18, 1925 I 2z ve n for ,0f/0 er Hof/y M Patented Det. 18, 1927.

UNlT'ED STATES 1,646,214 PATENT oFFlcE.

HARRY M. PFLAGER, 0F ST. LOUIS, MISSQURI, ASSIGNOR T0 COMMONWEALTH STEEL COMPANY, 0F ST. LOUIS, MISSOURI, CORPORATION 0F NEW JERSEY.

CAR

TRUCK.

My invention relates to railway rolling stock and consists in an improved truck structure. A well-recognized type of truck structure is embodied in the provision of equalizing bars extending between adjacent journal boxes, the splring supporting of the truck frame upon't e equalizing bars, and the sprin carrying of the truck bolster b spring p anks suspended from the truc frame. Inv such structures, it is customary to have the equalizerv depressed between its ends to provide sufficient space between the frame and the equalizing bar for the frame supportin springs, and to provide clearance between t e boltser supporting sprlngs and the top of the equalizmg bar, which passes under the bolster s rings. Such structure requires a substantie ly larger equalizing bar than would be necessar if the bar could extend in a substantie y straight line between the journal box and the described structure also renders it inconvenient to get at the brake beams and shoes'for inspection or repair purposes.

The object of my invention 1s to eliminate the abovedisadvantages by providing an equalizer bar extendin in -a substantially straight line between t e journal boxes and lpassing over the bolster springs carne-d on the sprin plank.

` An adtlonal ob'ect of my inventionis to facilitate the assem 1y of truck parts b the use of such an equalizin bar as `the atter may be slid into the ltruc endwise through `the pedestals or may be applied from below by inserting one end through the pedestalsl and up into the wheel piecel when the other end will clear the inner face of `the other pedestal and maybe moved into its position over 'the journal box or the pedestal could have a removable inner face for the application of the equalizing bar from below. These methods of application are illustrated in m copending a plications, Serial Numbers 18,516, 718,51 and 718,518, and 1,614, which illustrate and describe trucks having de ressed equalizer bars. i

y invention is particularly adapted for use on a four wheel truck and inthe accompanying drawings- Figure 1 1s a top view of the long1tud1nc half of 'a four w eel truck embodymg my invention.

Figure 2 is aside elevation of the sameI Figure 3 is a transverse vertical section,

resting on the tops of the journal boxes 3 in` the usual manner. Adjacent each journal box the equalizer is depressed as indicated at 5 and each depressed portion carries a spring saddle 6. Between depressed por-l tions 5 the equalizing bar is located at approximately the same level as above the journal boxes. The springs 7 which are seated on saddles 6 extend into downwardly facing j pockets in wheel pieces 8 of the truck frame and support the latter and the transoms 9 of the frame pivotally suspend the spring plank 10 through swinging links 11 in the usual manner. The leaf sprin 12 carried on the ends of the spring plan 10"su port the truck bolster 13 and project benea the middle portion. 4 of the equalizer, which is elevate-d for the purpose of clearing these sprm and may project into an opening provi ed in the lower `face of wheel piece 8.

The brake shoes 14 are carried on the beams (not shown) and are suspended by links 15 from a suitable sup ort here shown `as lugs 16 formed integral y on the truck frame. Owin to the contour of the equalizing bar, the rake shoes and their hangers are always visible and the parts may beA easily reached when necessary.

In most railway equipment, the distance from the rail to the top of the wheel piece is limited to about thirty-five or tlurt -six inches on account of the construction o car bodies and the hei ht` of the equaliz' bar is determined by the size of the whee and journal box and is usually so great that there is insuiiicient room beneath the top ofthe equalizer bar (if the same were straight) and the bottom of the wheel piece to receive a spring or to permit such relative vertical movement between the parts as is necry to provide for yielding resistance to the car los I body. With the form of equalizer and wheel piece just described sufficient space may be provided for the normal springs or even for somewhat heavier or longer springs than are iiigeneral use for supporting truck frames on their equalizers. l

In some types of car construction, the

limitations may not be so close and it will straight, from end to en without any de` be possible to have the equalizing bar extend in a strai ht line from box tobox. Iii-Fig.

ure 4, I illustrate a modification of my in vention in which the ualizer barI 17 is pressions as indicated in Figure 2. The remaining truck parts being substantially 'the saine as previously referred to except that the wheel piece 18 has no opening in its lower face for receiving the equalizing bar.

In Figure 5 the equalizing bar 19 is straight from the journal box 20 ast the truck spring seat- 21 and is 'then o set upthe bar.

In all the forms or' my invention, the equalizing bar passes beneath the frame carryin springs and over the bolster sprin I be eve this is anew construction on truc of this type and while various other modifications of the details of m invention may be made in the 'commercia development, I

contemplate the exclusive use of such as' are included inthe scope of my claims.

-I claim:`

1. In a railway four wheel'truck, a truck1 frame, a s ringplank supported from said frame, bo ter carrying springs on said plank, journal boxes spaced longituina y of the truck and located near each end o said frame, anv equalizing bar carried at its ends on said journal boxes and passi ing over said springs, and springs supporting said frame mounted on the top of said equalizi bar between said journal boxes and said olster springs.

2. In a railway truck, a truck frame, aA

spring plank suspended from said frame, bolster springs carried by said plank, journal boxes, an equalizin bar supported at its ends on said journal oxes and carrying said frame and passing over said spr said bar being depressed bodily between said journal boxes an said springs, and a frame carrying spring seated tion of said bar.

3. In a railway truck, journal boxes, an

equalizing bar supported at its ends en said on the depressed porcated between s." "l truck springs and boxes, springs mounted on said bar for carrying a truck frame, bolster springs bef neath said bar carried by said frame, sai-d etualizing bar bein a ove an depressed low a given horizontal line so as to rest onlsaid boxes to provide room for said frame carrying springs and to clear said bolster springs. A

4. In a railway four wheel truck, journalboxes spaced longitudinally of the truck, an equalizing bar having its ends resting oii said journal boxes and having horizontal portions depressedbelow the level of the tops of Said journal boxes adjacent the sides of said boxes and having a middlehorizontal portion elevated above the level of said depressed portions, springs mounted onl said depressed portions of said bar, and a alternately :elevated truck frame carried on said springs, a spring plank suspended from said frame, bolster sprin carried on s aid spring plank and exten ing beneath said middle portion of said bar. 4

5. A railway truck equalizin bar having. journal box engaging ends an being substantially straight :from end to end but being alternately depressed and elevatedbetweei its ends to support frame carrying springs and to clear bolster carrying springs, respectively. f 6. Ina railway four lwheel truck, a truck frame, springs beneath said frame and su porting the same, equalizing bars beneai said springs and supporting the same, bolster springs carried by said frame and ex. tending beneath the-middlev portion of said bars, and removable brake shoes beneath said equalizing bars at the sides oil?` said bolster springs.

7. In a. railway truck, journal boxesfan equalizer bar carried by said journal boxes,

truck springs' mounted on. said bar, a portion of said bar 1between said springs being elevated' to clear truck bolster sp lo low the level-of' the same.

8. In a railway truck,- a .iframe wheel piece l ving a recess in its lower face, journal boxes, `an equalizing bar carried by said journal boxes, springs mounted on said equalizin bar and supporting said wheel piece, sai equalizing bar having its middle portion elevated above its spring mountin portions and adapted to enter said wheel piece recess.

a wheel piece having recesses in its lower face, journal boxes, an equalizing bar oarried on said journal boxes, frame supporting springs mounted in said bar and seated in respective' recesses in said wheel pieces, said bar being elevated intermediate said springs and adapted to enter a recess in said wheel piece especially when said springs are comspressed. 1

izo 9. In a railway truck, a frame including 10. In a railway truck, a frame including a wheel piece having recesses in its lower face, journal boxes, an equalizing bar carried by said journal boxes; frame supporting springs mounted in said bar, a spring plank suspended from said frame, bolster springs on said plank located beneath said bar, said bar being elevated above said bolster springs and adapted ot enter a recess in said wheel piece.

11. A railway truck equalizing bar of solid cross section throughout its length 'and having journal box engagin end portions and having its middle portlon bodily elevated above the level of its end portions.

12-` A railway truck equalizing bar having ends adapted to be supported on journal boxes and ha'vin spaced spring seats between said ends an having an intermediate portion between said seats elevated above the level of said seats.

In testimony whereof I hereunto aiiix my signature this 17 day of November, 1925. H. M. PFLAGER. 

